Carburation device for internal-combustion engines.



L. RENAULT. CARBQRATION DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILEILJULY 21,1913.

1,210,533. Patented Jan.2,1917.

- .7 ENron J for InternaLGombustion'Engines; and

To lPkOllt'dz: may l3e it known that 1, Louis RENAULT,- a citizen, of the. French Republic, residing at proposed nozples, one of reservoir under pressure, and

=the engine I units-s STKTES LOUlS .HEliTAULT, 0F BILLANCDURT, FRANCE.

ennui-marten :onv'rcn ron'm'rsnnsncomsusrron enemas.

Billancourt,'Depnrtrneut of the Seine, in France, have invented certain new and'use- 'ful Improvements; Carburation Devicgs I o hereby declare the followingto be a clear, and ekact'descri'ption of the invention, such as will enable others skilled inthe art m which it appertains to make and use the same.

It is a well known tact that it is difiicult to construct csrbureters for internal combustron engi i ;,tory for starting and eeds of the engine. Carburetors with" nozzle do not properly operate. for i reservoir by gravity.

es Whose operation 18 as satisfacfor slow speeds as for high s using c bothdow andhigh speeds, so it has been to construct carburetors with two which the cnrburetor is so placed, it is necessary reservoir at a relatively to place the fuel high point, m that fuel may be fed to the carburetor by gravity, or else to supply the fuel from the reservoir under pressure.

The present invention aims to provide a carbureting device which will. not necessitate the positioning of the fuel reservoir a relatively high point, and yet will perr'nit the use of a low speed carburetor located at o relatively high point, to wit, near the fuel inlet of the engine. This as accomplished by providinga main carbureter'serying for normal and'high speeds, which is loated, as usual, sufiiciently low to avoid the use 'of a an auxiliary or low speed carburetor located at the upper he fiuel inlet 0' partof the engine or near t which auxiliary carburetor does the use of a su r-elevated not necessitate a special fuel-supplying fuel reservoir or device. v

The invention is illustrated in the accompanying drawing, in which p Figure 1 is a diagrammatic view shovvmg thecarbureting device in side elevatlon; Fig. 2 is a sectional view taken. through the low speed carburetor, and Fig. 3 ice gremmstic view illustrating-a modif cation in whichthelow speedcarhureter 18 located Specification 0! Letters Yatent. Application filed July 21,1913.

voir. In Fig. ].,,the mounted adjacent .tcr cooling system,

full,

7 serves for starting and- .for slow speeds, and the other for normal and high s throttle valve 5 of the "carburetor.

dia-

- first part Patented Jan. 2, 1917.

Serial mlvsaasz.

tern. I

' The low speed carburetor is represented at 1, and, aswill be seen from Fig. 1, is located at the upper part of the engine in the vicinity of the valves, and is supplied with fuel by a capillary tube 2 from a' fuel reserlow speed carbureter is the return pipe of the waand as the carburetor is thereby constantly quickly ignited and permits easy and excellent running of the engine at low speed. i The main carburetor is shown at 3 and is located at a sufficiently low-point to per it the fuel to be supplied thereto from the el The supply of the carbureted air from the main carburetor to the engine may controlled by any suitable means, such as in thereturn pipe of the cooling sys:

the rod 4 acting on the -throttle valve 5. It

is also desirable to provide throttle mechanism for controlling the supply, of carbureted air from the low speed carburetor to the engine. Such mechanism is represented at 9 and is preferably connected with the main carburetor by a connecting link 8. The same lever employed to actuate the throttle valve 5, therefore, also actuates the throttle valve 9. As will be seen from Fig. 2, the low speed carburetor consists of a nozzle 10 and an air inlet 11. The air enters at 11, passes the nozzle 10, .vvhere it is carbureted, and is then supplied to the engine through pipe 6. The supply of carburcted air to the engine from the low spiced carburetor is controlled by the throttle valve 9, which, in the position shown in 2, cuts oil Fig.

communication between the engine and the the throttle valve 9 is so con- Preferably, b

ura-

structed as to vary the degree of car tion of the air, as the valve is actuated, This may be accomplished by providing a. portion ab which conforms to the arc of a circle having its center .at the axis of the v valve. When the valve turning the same in a clockwise direction, in Fig. 2, the part tion of the opening at the entrance to they assage 6", to remain constant; during thev Adjacent the portionar- -bi oi the valve is first opened by 4 11-4) causes the cross secof the movementv of the valve. 1;

i it will be seen that of the passage at the entrance to the pipe a portion bc, the radius of which grad ually diminishes from?) to c.- As the valve is still further opened, this portion bc will cause the-cross section of the opening atthe entrance of passage 6 to gradually increase. When the portion a-b is controlling the passage of the carbureted air to the engine through 6, a portion of the valve, whose radius decreases from to e, is controlling the amount of fir passing the nozzle 10. 5-1: is controlling the supply of carbureted air to the engine, a corresponding portion c]", at the opposite side of the valve, is controlling the passage of the air past the nozzle 10. The .portion ef conforms to the arc of a circle whose center is at the axis of the -valve.

when the cross section 6, remains constant, the cross section of the passage adjacent the nozzle 10 is gradually increasing, and when the valve is further moved and the cross section of the passage at the entrance to the pipe 6 is gradually increasing, the cross section of the passage adjacent nozzle 10 remains constant. The throttling system is so arranged that when the valve 9 is moved through the arc a-c in an anti-clockwise direction to close the passage 6, the "alve 5 of the main carburetor opens the passage in the main' pipe 6.

If so desired, the low speed carbureter may be located inside of the'return pipe of the water cooling system, as shown in Fig. 3, in which position, it may be readily heated by the cooling water returning from the engine cylinders.

\Vhat I claim is:

1. The combination with a water-cooled internal combustion engine and one of the water-conducting pipes associated with the cooling system, of a main carbureter for normal and high speeds, and a low speed carbureter supplied with fuel from the main carburetor-and arranged to be heated by said water-conducting pipe.

2. A carbureting device for internal combustion engines,

2 reter for normal When the portion From this construction,

carburetors,

comprising a main carbuand high speeds, a low speed carbureter located at a higher level than said main carbureter and adjacent the intake manifold, means for controlling the supply of carbureted air from each of the carbureters to the engine, and connections between 'said means whereby both may be simultaneously actuated.

3. A carbureting device for internal com bustion engines having a single fuel supply, comprising two separate carbureters one arranged below and the other above the fuel supply level, means for controllin the supply of carbureted air from each 0% the carburetors to the engine, and connections between said means whereby both may be simultaneously actuated.

4. A carbureting device for internal combustion engines having a single fuel sup ply, comprising a main carburetor for normal and high s eeds arranged below the fuel supply leve, a low speed carbureter positioned above the fuel supply level, means to control the supply of carbureted air from the main carbureter to the'engine, means to control the supply of carbureted air mm the low speed curbureter to the engine, said last-named means adapted to vary the degree of carburation admitted to the low speed carbureter, and connections between both of said means.

5 A carbureting device for internal combustion engines, comprising two separate carbureters, one arranged below and the other above the intake manifold, and a common means for regulating both carbureters.

6. carbureting device forinternal combustion engines, comprising 'two' se ante one arranged adjacent t e intake manifold and in close roximity thereto, and the other substantia 1y below said first-mentioned carburetor and a Ecom} mon means for regulating both carburetors;

In testimony whereof I ture, in presence of two witnesses.

- v LOUIS RENAULT.

Witnesses:

Locum MEMMINGEB, LOUIS Josslt of the air A 

